Two-cycle internal-combustion engine.



' APPLIOA TION FILED AUG. l0 1905.

Patented Jan.10,1911.

' 6 SHEETS-SHEET l.

D. I. TWITGHELL.

' TWO-CYCLE INTERNAL COMBUSTION ENGINE.

APPLICATION IiLED AUG. 10, 1905.

Patented Jam 10, 1911.

6 SHEETS-SHEET 2.

WI SSES:

D. I. TWITCHELL.

TWO-CYCLE INTERNAL COMBUSTION ENGINE. APPLICATION FILEI) AfiG. 10, 1905. 9 1 331 Patented Jan. .10, 1911.

6 SHEETS-SHEET 3.

1: um n Fl G3.

i l I l INVENTOR D. LTWITUHELL.

TWO-CYCLE INTERNAL COMBUSTION ENGINE.

FIG-.5.

APPLIOATION FILED AUG. 10, 1905.

Patented Jan. 10, 1911.

6 SHBETEr-SHEET 4.

DII, TWITGHELL. TWO-CYCLE INTERNAL COMBUSTION ENGINE.

I Z//// I D. I. TWITOHELL VTWO-OYGLEINTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 10, 1905. Patented Jan), 1911.

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Fig.3.

f mam INVENTO WITNEE'JSES wig an earns ATEN DONN IRVING TWITCHELL OF NEW YORK, N. Y., ASSIGNOR TO GEORGE H. BENJAMIN, OF NEVJ YORK, N. Y.

TWO-CYCLE INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented J an. 10, 1911.

Application filed August 10, 1905. Serial No. 273,578.

resident of New York city, in the county of New York and Stateof New York, have invented. certain new and useful Improvements in Two-Cycle Internal-Combustion Engines, of which? the following is a specification.

My'invention relatesto internal combustion engines of the two-cycle typefin which a number of similar engines are placed alongside each other, and having their pistons connected to a common crank shaft The object of the invention is to provide a means whereby the full opening of the inlet po'rts can be delayed until after each of ,the pistons has reached the end of its working stroke, and the exhaust port has been opened; and to. provide a means for supplying pressure for introducing the new charge.

A' further object is to avoid the use of valves for opening the inlet ports. This is accomplished by the movement of the pistons'themselves, each piston serving to open the inlet ports ofan adjacent engine.

vIn the accompanying drawings Figure 1,'

is a side elevation of a series of five upright two-cycle engines, embodying my invention. Fig. 2 is a sectional plan view on the line 2-2 of Fig. 1. Fig. 3 is a vertical longitudinal section on the line 3 8 of Fig. 2. Fig. 43 is a perspective view in diagram of the crank shaft. Fig. 5 is 'a vertical longitudinal section on the line of Fig. 7. F ig.

6 is a sectional end elevation on the line 66 ofFig. 3. Fig. 7 is a sectionalelevation on the line f77, oi Fig. 3. Fig. 8 is a detail sectional view on the line 88 of Fig.

' 7. Fig. 9 is a diagram representing the five cranks ofthe'crank sha -ft. Fig. 10 18 a side elevation of a modification of my invention, showing a *serresot six upright two-cycle engin'cs.v Fig. 1-1 is a sectional elevation of a "modification in the construction of one of the sgries of engines. Fig. 12' is a sectional elevation on the line 12-12 of'Fig. 10. Fig.

'13 is a diagram representing a crank shaft having SIX cranks.

representing seven cranks.

Fig. 14 is a similar view Referring to Figs. 1 to 9. five similarengines A, B, C, D'and E are placed alongside each other, each having-communication with some other through supply pipes a, b, 0, d and e. Said supply pipes are opened for each engine by movement of thepiston of some other engine, in such a manner that supply for each engine comes from some' other engine.

The pistonsof each engine are connected to cranks 1, 2, 3, 4 and 5 on crank shaft 6, and the cranks have such a relation tdeach other, as. to cause the pistons to have play with reference to each other and to the supply pipes a, Z), c, (l, and e, to produce theresult above referred to. Crank shaft 6 rotates in bearings 7 mounted in a casing 8.

A- fly wheel 9 is secured to shaft 6, and

upon the fly wheel are studs 10 on which are pivoted bell-crank levers 11. The long arm of the bell-cranks extends concentric with the studs 10 through an arc of the fly wheel and has a weight 12 upon its outer end, and.

a spring 13 is connected to the long arm of the bell crank and to the fly wheel, which acts to keep the weight concentric with stud 10. As the fly wheel revolves, weight 12 swings outward causing the short arm of the bell crank to turn the collar 14 which has an eccentric forming part of it, upon which is a strap 15 pivoted at 16 to the plunger 17 of the water circulating pump 18. Connected at 16 is an arm'19 adj ustably secured to a vertical rod 20 riding in a guide 21. Upon the upper end of the rod 20 is pivoted an arm 22 which swings horizontally and. is

held by means of a spring 23 in line with an arm 24 which is held horlzontal by means of a spring 25. Arm 24: is secured to a i'iorizontal shaft'26 which extends into engine A andv upon the inner end is secured an arm adapted to make electric contact witha terminal 27, which, when broken, produces an electric spark for ignitinthe charge. Terminal 27 extends vertical y out from the cylinder through the. insulation 28 and is provided with means for making connection with an electric battery (not shown), the other terminal of the battery being connected to the engine and passing through shaft 26. As no invention'is claimed in the igniting device, a lengthy description is not considered necessary.

WVhen the iston .of engine A moves upward', eccentric collar 14 moves rod 20 and I pivoted arm 22 downward, so that, when the piston has reached its uppermost position,

electric contact will be made and broken and the charge ignited. Forming part of eccentric collar 14 is a cam disk 29 provided with agroove concentric through four-fifths of a circle, the remaining one fifth having a cam 30. Riding in thegroove ofcam disk 29 are 31, 32, 3e, 37

fourrollers 33 and ,34, attached to four arms 35, and 38 secured to four shafts 39, 40,

41 and 42. to which are secured four arms 43,

. 44,45 and at, 48, 4.9 '15 46 connected to four vertical rods and 50, which operate the arm 24 of igniters' for engines B, G, D and E. The four rollers 31, 32, 33 and 34 are so placed that the' cam 30 shall act upon one of the rollers, and thusignite a charge for every fifth of arevolution; there being one-fifth during which no roller will be acted upon by the cam 30. It is at this time that the eccentriccollar 14 causes the igniter of engine A to ignite its charge. When eccentric collar 14 and cam disk 29 are turned on the shaft by movement of weighted bell crank 11, the time when the ignition takes place will be charged correspondingly for all the engines.

(Jranks 1, 2, 3, 4 and 5 extend radially from the crank shaft 6, at five equal distances apart as shown by diagram in Figs. 4 and 9, so that if the crank of engine A occupies the position shown in Figs. 3 and 4, the shaft rotating in the direction indicated'by the arrow, crank 2 of engine B will be one-fifth of a circle in the rear of crank 1 of engine A, crank 3 of G will be -one-fifth in-rear of-crank 2 of B, crank 4 ofi I), one-fifth in rear of crank 3 of C, crank-5 of E onefifth in rear of crank 4 of D, and crank 1 of A one-fifth in rear of crank 5 of E. Cranks 1, 2,3, 4 and 5 are respectively I connected by means of pitmen 51 to pistons 52 of engines A, B,C, D, and E.

All of the en 'ines beingconstructed-alike,

adescription o one will answer for all.

At the end of the up or return stroke,- piston 52 opens a supply port 53 into .a chamber 54 beneath the piston ;r-port 53 being closed and the charge compressed'by the clownv or working stroke of the piston. A duct'55 connects chamber 54 with a port 56 which isopened by' means of a passage 57 formedin piston 52 to a port 58 which is,

connected to one end'of a-supply pipea, b, c,

Z,- or e,'the otherend of said supply pipe being connectedto inlet port59 of combustion chamber 60 of some other engine.

The en ine operates as two-cycle engines are, usual y operated. Upward movement of PlStOIL 52 compresses the charge which being ignited by the igniting device described,

forces the piston downwardrexhaust port Gland inlet ort 59 are opened by the piston at the end 0 its downward movement, and.

. ing collar endwise,

. port 58 to port 56. by

the supply, enteringthrough-port 59 and striking deflector 62,, is; forced upward, dis-1 placing the out through exhaust port, 6l,-intomain ex haust pipe 63. g jyf 1 The fuelis sup lied; by a carburete'r-of any suitable design; that shown has a gasoburned gases. which; are j forced lene supply valve 64 controlled by afloat 65,.

outlet for the gasolene being regulated-by. the needle valve 66, The gasolene enters an air passage 67 having an air inlet controlled by a valve 68 and an outlet'for'the mixture controlled by a throttle valve 69. The mixture enters a pipe 70, which is incom'n unication with the inlet ports 53 of each ;of.the

compressingchambers 54 of the five engines, Throttle valve 69' is connected by means of a rod 71 to a throttle lever 72, oneend of I A spring 81 between ,a collar 82;fixe'd to the shaft and collar 7 7, serves to keep-teeth '79 against teeth and also bymean's of groove .in collar 77 to holdioneend; of throttle lever 72 in place. When eccentric collar 14 is turned by the action of weighted bell cranks.

teeth 79 on sliding collar 77, move the slid- I and by means of thegroove formedon the collar, of lever 7 2, the other'end ofthelever hing ing on thelocking device '73. Such movement of lever 72 acts on rod ,71 to closethrottle' valve 69, and thus reduce the supply.

Then the operator moves one end Oflever 72 the other end hinges on rollers 7 6 which ric e in the grooved sliding collar 77.

. The operation" is as follows :-With the pistons 52 occupying the positions shown in the drawings, piston of engine A has reached the end 'of it's working stroke, exhaust port 61 is open-toiexhaustfpipe' 63, inlet port 59 is also open. toisup ply pipeia', port 58 of which in enginejB. is nearly closed by piston 52 of engine B, further downward vmovement of piston of. engine B, will fully open fornied inthe piston,p and the compressed charge beneath the piston of engine B, will then .pass through duct 55,

,57, port 58, supply'pip'e a, and'.-i nlet'-"port 59,

60 of engine, A

into .combustiorijchamber move one end 1 20 vmeans of passage. 57-

before the upwards-or return movement of 3 piston of engineAyhas cut. ofi its exhaust port 61, and inlet,.port59,

.In the" drawings,; .port

58 of. engine B ,is,

1. 11, inclined teeth 80 taking against-inclinedj shown slightly open, when the piston of engine A is on a line with the dead center, for the reason that while the crank 1 is crossing the dead center, there is a wide margin between just before and just after;

in which very little, if any, movement of g ment. The piston in engine B connected to crank 2, W111, however, be moving rapidly during this trifling movement of the piston in engine A, so that the slight opening of port 58, shown in the drawing corresponds with the position of the pistons after the piston in engine A practically reaches the end of its movement, although the piston in engine B was just on the point of opening port 58 before the crank 1, to which the piston in engine A is connected reached the dead center. By thus causing the piston in engine B to start to open the port 58 after the piston in engine A practic-ally completed its working stroke, but before the crank 1, to which it is connected, reaches the dead center, an increased amountof time is given for the combustible charge to be forced into the combustion chamber of engine A, before the piston closes the exhaust port 61, and inlet port 59, It will therefore be understood that the completion of the working stroke of the piston, implies the practical end of the pistons movement, although the crank to which it is connected may not have reached the dead center line.

It will be seen that the supply is not fully open until after the exhaust has been opened by the final downward movement of the piston of engine A, and that when the supply is opened by means of the piston of engine B, the charge is forced by its downward moreinentout from beneath the piston of engine B, into the mnbu stion chamber of engine A.

Piston of engine B being at the end of its engine 13 will be .open to the exl'iaust pipe 63, inlet port 59 will be open to supply pipe Z), port 58 in engine C being nearly closed by the piston of engine C, downward movement of piston of engine C will open port 58, pern'iitting the charge to pass into combustion chamber 60 of engine B before the upward moyemont of piston of engine 13 has cut oil ports 61 and 59. Piston of engine C being at the end of its working stroke, downwarl movement of piston of engine ilfwill force the charge through supply pipe C into combustion chamber 60 of engine (1. Piston of engine D being at the end of its working stroke. downward moveworking stroke, exhaust port (51 of l l l l l l l ment of piston of engine E will force the charge through supply pipe (Z into combus tion chamber 60 of engine I). Piston of engine E being atthe end of its working stroke, downward movement of piston of engine A will force the charge through supply pipe 6 i into combustion chamber 60 of engme E, making the cycle complete through engines 11,13, 0,1) and E.

It will be noticed that by delaying the opening of the supply ports until after each .of the pistons has reached the end of its working stroke the pressure of the burned gases will be reduced by entering exhaust pipe, and time will be allowed for complete combustion before the new charge ,is introduced. By placing the supply during the return movement of the piston, the supply is more thoroughly separated from the ex-- haust, which lessens the chance of the new charge finding its Way into the exhaust,

or coming in contact with flame, which would cause lighting back.

The pistons occupying the position shown in the drawings, cam 30 has acted upon roller 31, arm 3:), shaft- 39, arm 43, and rod 47 moving it upward, causing arm 22 to act upon arm 2% and turn shaft 26 to make and break electric current with contact 27, thus igniting the charge in engine C. Cam 31) will next act upon roller 3:2, arm 36, shaft 40, arm 44, and rod 48 moving it downward to operate the igniter for engine D. Cam 30 will next act upon roller 33, arm 37, hollow shaft 41, arm 45 and rod 49, moving it downward to operate the igniter for engine F. In the interval between roller 33 and roller 34, cam' 30 does not act, eccentric 14: however acts upon rod 20 moving it downward to operate the igniter for engine A. Cami) will next act upon roller 34, arm 38. hollow shaft 4?, arm 16 and rod 50,1noving it upward to operate the igniter for engine B. Cam 30 will next act upon roller 31 thus completing the cycle of actuation of the igi'iiters through the engine C, D.-, E, A and B. I

In Figs. 10, 12 and 18 is shown a modification -in which six enginesA, B, C, D, E and F are used, connected by supply pipes (I, Z), 0, (Z, c, andff, similar to that described and shown in Figs. 1 to 9. Engine A receives its supply through pipe a from engine B, engine B receives its supply through pipe 7) from engine C, engine D through pipe (Z from-E, engine E through pipe 6 from F, engine F through pipe f from A, thus completing the cycle through six engines. 1

As s lown inFig. 11:3, cranks 83, 84, 85, 8G, 87 and 88 cooperate with corresponding engines A, B, C, D, E and F in a manner similar to that described and shown in Figs.

1 to 9. D A modification of the igniting device shown in Figs. 10 and 12, a jump spark system being used. Mounted'on eccentric colla'r 1 1, which is operated as shown in Figs.

1 to 9, is a contact 8 9'adapted to make.elec-' -tacts 97 and '98 insulated from .each other,

invention in which the causes aspark in each of the engines A, 'B, and F in "a manner well known in the operation of a jump spark system of ignition. v i

In Fig. 11 is shown a modification of the to a'rod 99 which extends through the closed -'end'or'head 99 of the cylinder, the head 99 forming part of the compressing, chamber 54. Rod 99 is attached to a cross-head 100.

to which the piston 51 is connected. As shown in Fig. 14, seven cranks 101,

102,103, 10 1, 105,106 and 107 cotiperate with corresponding engines in a manner similar to that described and shown in Figs.

"1 to 9. Morecan be used limited only by the question whether the piston'which forces the supply into the combustion chamber 60 of some other engine, has downward movement', before ports 59 and 61 are closedby the upward movement of the pistonv in the enginewhich receives the supply.

By reference to Figs. 3" and 1, it will be seen that when the piston connected to crank 4 is moving upward and opening the inlet port 53, the piston connected to crank 2 is moving downward and opening the port 58, which communicates with the combustion chamber of cylinder E. It will be evident that during rotation of the different cranks, a like position willoccur for the pistons in two' other cylinders,

- piston connected to crank 5 is moving upward and opening the inlet port53 of en-' gine E, the piston 'connected-tocrank 3 is moving downward and; opening the port 58, which communicates with the combustion chamber ofcylinder D.

It will be seen by'refe'rence to Fig. 1 that none of the ductsconnecting cylinders extend beyond for one intervening cylinder,--and by reference to Fig.

the ducts have not been "made longer. this means-the ducts are allmade as short as possible, and uniformityin the action'of the combustible charges-maintainedinthe differe'ntcy'linders. g

It will be understood'that the engine is soconstructed that the ducts have a proper relation to the. cranks to which the pistons are connected, to causecodperatlon in accordance with the" foregoing description.

piston 52 is secured for example, when the;

the diiierentthespace required I 10 it will be seen that although the number of cylinders has'been increaspgdy ment in said. chambers,

' the exhaust port of and a piston having reciprocating movement outlet duct from each one of saidcompres'sing chambers connected in said chambers, an

to the combustion chamber of another of sa1d'cylinders,-said duct being controlled by the piston in said compressing chamber;

saidpistons arranged to reciprocate in a the piston'in any one'of I said compressing chambers to close the'out;

manner to cause let duct, during the working stroke of the piston. in the combustion chamber connected to said duct, and to cause the piston in sa d compressing chamber at the conclusion oflts' said duct after.

working stroke, to fully open the conclusion of the working strokeof the piston in said vcombustion chamber;

v 2. An internal combust on 'engine having multiple cylinders, each-cylinder having a combustion chamber, a compressing chamber,

and a iston having reciprocating movement -1n'sa chambers, an outlet duct from each of said compressing chambers and a port in invention, what I x by Letters Patent 1. An internal combustion engine having 'multiple cylinders,

each of said combustion chambers, said ducts.-

and said ports being controlled by the pistons, the

chamber of each one of said cylinders being j connected with the contibustion chamber port of another of said cylinders, said pistons arranged to reciprocatein a manner to cause the piston in any one of said compressing chambers to close the outlet duct, during the working stroke of the piston in the combustion chamber connectedto said duct, and to cause the piston in said compressing chamber at the conclusion of its working stroke to cooperate with the piston insald'combustion chamber to fullyopen said ductafter 1 the: conclusion of the working stroke of the piston in said combustion chamber.

- 3-. An internal combustion engine having multiple cylinders, e-ach cylinder'havin'ga combustion chamber, 'a. compressing [chamber, and a piston-having reciprocating moveanfloutlet duct from each compressing chamber, an. exhaust and an inlet portin each combustion chamber,

each combustion chamberbeing opened by the piston therein at the end ,of. a working stroke, the. outlet duct ,from' .;the compressing; chamber of each one o'fsaid.cylinders, be1ng connected with the of said cylinders, said ducts and said inlet ports being controlled by the pistons, said pistons arranged toreciprocate in a manner .to cause the piston in any one of saidcomuring the .working'st'roke of the {3151;011:111

combustion" chamber inlet port of another 95 outlet duct from ,the compressing the combustion chamberconne'cted to said.

duct, and to causethc piston in said compressing chamber at the conclusion of its working stroke to cooperate with the piston in said combustion chamber to cause said duct and said inlet port to be t'ully opened after the conclusion of the werkin g stroke of the piston in saidcombustion chamber.

4. An internal combustion engine having multiple cylinders, each cylinder having a combustion chamber, a compressing chamber, and a piston having reciprocating movement in said chambers, each combustion chamber having an exhaust and an inlet port which are opened by the piston at the end of a working stroke and closed by the return stroke, an outlet duct from each one of said compressing chambers connected to thecombustion chamberinlet port of another of said cylinders,'said duct being partially controlled by the piston in said compressing chamber, the piston in said compressing chamber and the piston in said combustion chamber arranged to reciprocate in such manner that they cooperate to open said duct after the piston in said combustion chamber has opened said exhaust and inlet ports, and cooperate to maintain said duct open until said exhaust and inlet ports are closed by return movement of the piston in said combustion chamber.

5. An internal combustion engine having multiple cylinders, each' cylinder having a combustion chamber, a compressing chamber, and a piston having reciprocating movement in said chambers, an outlet duct from the compressing chamber of each one of said cylinders in communication with the combustion chamber of another of said cylinders, a portin each compressing chamber, each piston having a passage cooperating with one of said compressing chamber ports and with one ofsaid ducts for connecting the combustion chamber of each one of said cylinders with the compressing chamber of another of said cylinders, said pistons arranged to reciprocate in a manner to cause the piston in any one of said compressing chambers to close the duct during the working stroke of the piston in the combustion chamber connected to said duct, and to cause said passage in the piston, at the conclusion of the working stroke of said piston in the compressing chamber, to fully'open said duct after the piston in said combustion chamber has begun a return stroke.

(3. An internal combustion engine having multiple cylinders, each cylinder having a combustion chamber, a compressing chamber, and a piston having reciprocating movement in said chambers, a duct for effecting communication between the combustion chamber of each one of said cylinders and the compressing chamber of another of said cylinders; one end of said duct being controlled by the piston in said combustion chamber and the other end controlled by the; piston in said compressing chamber said pis tons arranged to reciprocate in a manner tocause the piston in any one of said c0n1-- pressing chambers to close the duct during the working stroke of the piston in the combustion chamber connected to said duct and to cause the piston in said compressing chamber at the conclusion of its working stroke to fullyopen said duct after the conclusion of the working stroke of the piston in said combustion chamber, and also to cause the piston in said combustion chamber to close said duct at the conclusion of the working stroke of the piston in said compressing chamber,

7. An internal combustion engine having multiple cylinders, each cylinder having a combustion chamber, a compressingv cham} ber, and a piston having reciprocating movement in said chambers, a duct for effecting communication between the combustion chamber of each one of said cylinders and the compressing chamber of another of said cylinderssaid duct being controlled by the piston in said compressing chamber an exhaust port in each of said combustion chambers which is opened by the piston at the end of a Working stroke and closed by the return stroke, said pistons arranged to reciprocate in a manner to cause the piston in any one of said compressing chambers to close the duct during the working stroke of the piston in the combustion chamber con.- nected to said" duct, and to cause the piston in said compressing chamber to open said duct before return movement of the piston in said combustion chamber closes the. exhaust port.

S. An internal combustion engine having multiple cylinders, each cylinder.having a combustion chamber, a compressing chamber, and a piston having reciprocating movement in said chambers, an outlet duct from each of said compressing chambers, and a port in each of said combustion chambers,' said ducts and said ports being opened by the pistons at the end of a working stroke of eachpiston, the outlet duct from the compressing chamber of each one of said cylinders being connected with the combustion chamber port of another of said cylinders, the pistons being connected to cranks on one crank shaft, said cranks having angular relationto each other to cause the outlet duct from any one of said compressing chambers to remain closed,-until opened'by thc piston in said compressing chamber after-the conclusion of the working stroke of the piston in the combustion chamber conn ccted'to-said,125 duct. i

9. An internal combustion engine having multiple cylinders, each cylinder having a reciprocating pistoi'ua combust" chamber chamber onthe opposite side,anoutlet duct from each of said .compressingchambers and a port'in each of said combustion chambers,

sa d ductsand said ports'being opened by the pistons at the end of a working stroke of each p1ston, the outlet duct from the compressing chamber of each one. of said c'ylin- 'ders being connected with the combustion chamber port of another of said cylinders,

an inlet port for each of said compressing chambers, said inlet port being opened 'by' :the pistonat theend of a return stroke, said pistons -arrange'd .to' reciprocate in a manner to cause the piston in any. one of said compressing chambers to close the outlet" duct, -while the piston in the combustion chamber connected to said duct concludes its working "stroke, and to cause the iston in said com pressing chamber to 'fina ly. open said duct,

substantially as described."

.10; An internal combustion engine having multiple'cylinders, each cylinder hav'in a reciprocating piston, a combustion cham er on one side OftlIB-PI StOII and a compressing chamber on the opposite s de, an exhaust and an inlet port ineach combustion chamchamber i let. port let poit being openedby the piston at the I end of a return stroke,*said'pistons arranged to reciprocate in a manner to cause the pis ton in any of said compressing chambers to closesard duct, while the piston: in the combustlon chamber connected to said duct concludes its working stroke and to cause the iston in said compressing chamber tov open said duct before the piston in said cortibus-j tion chamber hasclosed'theexhaust port.

11. iAn internal; combustion engine com-.

' prising a-reciprocatingpiston'in a cylinder having. a combustion chamber,

f ing stroke and close and inlet and exhaust. ports in the cylinder-- which are opened by said piston at t-he'end of a work-v d by the" return stroke,

. a similar piston in another cylinder having 'ture of gas, and

trolled by the.

a compressing; chamber, means whereby said compressing chamber 1s supplied with a mix compressing. chamber, said duct being'con-- whi e the piston said combustion chamber concludes its'working-stroke,. and to cause the piston .insaid compressing chamber at- I 15. The combination with-a series of cyl- 130.

"' ber of one of said cylinders being connected with the combustion chamber inlet port of an outlet duct from each compressing 'let duct from outlet duct from the compiston at the end I air, a duct for eflecting com-' 'munication betweensaid nlet port and sa d I piston in said/compressing" chamb'fr, saidpistons arranged to. reciprothe conclusion oi its working stroke to open said duct before the piston in said combustion chamber'has closed the exhaust port.

12. An internal combustion engine, comprising a series of cylinders, each cylinder ha'vinga reciprocating piston, a compressing chamber on one side of the piston, a combustion chamber on. the opposite side, an outlet ,jd'uct from the compressing chamber and an inlet port in the combustion chamher, said duct and said ort being opened by the piston at the end 0 a working stroke, the outlet duct from'the compressing 'chamasecond cylinder, the combustion chamber inlet port of the'first' cylinder being connected wi h the outlet ductfrom the compressing chamber of a' third cylinder, the outlet duct from the compressing chamber '85 of the second cylinder being connected with the combustion chamber lnlet port of a fourth cylinder, the'combustion chamber inlet port of the third cylinder being connect-I edwi'th'the outlet ductirom the compressing chamber of a fifth cylinder, and the outthe compressing chamber of the fourth cylinder being connected with the combustion chamberinlet port of the fifth cylinder, substantially as described.-

13. An internal combustionengine having multiple cylinders, each cylinder having a reciprocating piston, and inlet and eX- haust passages which are opened by said of a working stroke and closed by the return stroke, the inl'etfpassage of each cylinder beingalso opened by the piston of another cylinder at the end of its working stroke, said pistons arranged to reciprocate in such manner that they. cooperate to cause the'inlet. passageof one cylinder to be closcd'while its exhaust passage is being opened bygits piston, and to cause I said inlet passage to be opened at'the;be Y ginning of return movement of said piston 4 which opened the exhaust passage.

" 14. An internal combustion engine having .mult-iple cylinders, each cylinder'having a reciprocating piston, a combustion chamber on one side of 'the piston, a compressing chamber on the opposite sidefthe combus'-- I tion chamber of each of said cylinders h w ing' exhaust and inlet ports which are'opened by-the'piston, an outletducttrom each com:

combustion chamber inl'ettportflof another cylinder; "and a assage in] each piston I adaptedto-ppen said'put-let duct; said. ,ex- Y hau'st. andjinlet; ports of the combustion v I 'hamber of-anyone ofsaid cylinders, and-'13s pressing chamber communicating withthe 11 20 inders, each cylinder having a reciprocating. piston, a compressmg'chamber on one side of'the piston and a combustion chamber on the opposite side, an outlet duct from each compressing chamber, said duct being opened by the piston, at'the end of aworking stroke, each compressing chamber having an inlet port which is opened by the piston at the end of a. ,-ret urn' stroke, the outlet duct from the compressing chamber of any one of said cylindersbeing connected with the combustion chamber of a second 1 cylinder of the series, the outlet duct from the compressing chamber of the last mentioned cylinder being connected to the combustion chamber of a' third cylinder of the series, and so forth, the outlet ductfrom the compressing chamber of the last cylinder of the series being'c'onnected with the combustion chamber of the first cylinder of the series.

p 16. An internal combustion engine, comrising a seriesof cylinders, each cylinder aving a reciprocating piston, a combustion chamber on one side of the piston, and a compressing chamber on "the opposlte side, a port in each of said combustion chambers and a port in each of said compressing chambers, said ports being opened by the piston, an outlet duct trom the compressing chamber of each one of said cylinders in communication with the combustion chamber port ot another cylinder, each piston havinga passage coiiperating with one of said compressing chamber ports and with "one of said ducts for placing the combuscompressingfchamber on the opposite side,

tion chamber portof one of the cylinders in communication with the compressing chamber port of another cylinder, said pistons being connected to' crankson one. crank shaft, the cranks having angular relation to each other to cause the pistons to cooperate to "open a duct at the conclus on of a- Working stroke ofth'e, piston in a cylinder 45' to the combustion chamber of which said duct'is-connected.

lTfiAn -internal combustion engine, com- -.prising' a series ofcylinders, each cylinder haying areciprocating piston, a" combustion chamber on one side of the piston, and a tioi' chamber of the last cylinder of theseries being in communication with the compressing chamber of the first cylinder of theseries, said pistons being connected to cranks on onecrank shaft, the cranks-haying angular relation to each other to cause the pistons to coiipe ate to open a duct at the conclusion of a Working stroke of a piston in a cylinder to the combustion chamber of which said duct is connected, the cranks and ducts having relation to each other causing the pistons to open the ducts in the order named. 18. An internal combustion engine haymg four or more cylinders, each cylinder having a reciprocating piston, a compressing chamber on one side of thevpiston, a

combustion chamber on the opposite side, an outlet passage from the compressing cham ber of one of said cylinders, said passage being at times in communication with the combustion chamber of a second cylinder of the series, an outlet passage from the compressing chamber of the last mentioned cylinder, said passage being at times in communication with the combustion chamber ofa third cylinder of the series, and so forth, an outlet passage from the compressing chamber of the last cylinder of the series,

said passage being at inies'in communicatron with the combustion chamber of the first cylinder of the series, the. engine being so constructed that the length of the passage for eiiectmg communicatlon between any two of said cylinders shall not enceed the length necessary to allow space for one intervening cylinder.

\ 19. An internalcombustion engine comprising a series of cylinders, each cylinder having a reciprocating piston, a combustion chamber on one side of the piston and a compressing chamber on the opposite side, an outlet duct from'the compressing chamher and an inlet port in the combustion chamber, said duct and said port being 3 opened by the piston at the end of a working stroke, the compressing chamber having an inlet port which is opened-by the piston at the end'o-f a return stroke, the outlet duct from the compressing chamber of one of said cylinders being connected with the combustion chamber inlet port of a second cylinder of the. series. the outlet duct from the compressing chamber of the last mentioned cylinder being connected to the combustion chamber inlet port of a third cylinder of the series, and so forth, the outlet duct from the compressing C-llillllbEl Of the last cylinder of the series beingconnected with the combustion chamber inder of the series. A

20. An internal combustion engine, comprising a series of cylinders, each cylinder having a reciprocating piston, a combustion chamber on one side of the piston, and a compressing chamber on the opposite side,

inlet port of'thexfirst cyleach combustion chamber having an inlet passage in communication with the com. pressing chamber of another of said cylinders, said passage'loeing opened by the piston in said compressing chamber, said pistons being connectedlto crahks, on one crank shaft, the cranks having angular relation to each other to cause the piston in any one of said cylinders to be at a different position at the time its inlet passage is opened from its position at the time such passage is closed.

21. An internal combustion engine, comprising a series of cylinders, each cylinder having a reciprocating piston, a combustion chamber on one side of the piston and a compressing chamber on the opposite side, a

'port in each of'said combustion chambers and a port in each of said compressing chamibers, said ports being opened by the pistons, an outlet duct from the compressing chamleer of each one of said cylinders in communication with the combustion chamber port otnnother cylinder, each piston having a passage cooperating with the port in one of said compressing chambers and with one of said ducts for placing the compressing chamber in communication with thecombustion chamber port of another cylinder, the

' piston of each cylinder cooperating with the piston of: some other cylinder to open one of the ducts, the pistons being connected to clnsion of said stroke.

cranks on one crank shaft, the cranks having angular relation to each other to cause a duct to remainclosed until the conclusion of the working stroke of the piston in the combustion chamber to which said ductvis connected, and to beopcned after the con- 22. An internal combustion engine comprising a series of internal combustion cylinders, each cylinder having a reciprocating piston, a combustion chamber on one side of the piston and a compressing chamber on theopposite side, an inlet port for each compressing chamber, a duct connecting said 1nlet ,ports,'a carburete'r having a valve which controls a supply of gas and air, said carbureter being connected to said duct, said inlet ports being opened by the pistons at the end of movement in one direction, an outlet duct from each of said compressing chambers connecting with the combustion chamber of some other cylinder, each piston having a passage adapted to open said outlet duct at thevend of movement of the piston in the opposite direction, and the several pistons being so connected that the piston in each cylinder shall reach a point controlling admission to a compressing chamber at the time another piston reaches a point controllingadmission to a combustion chamber.

23. An internal combustion engine comprising a series of internal combustion cylinders, each cylinder having a-reciproca-ting piston, a combustion chamber, a compressing chamber, an inlet port for each compressing chamber, said inlet ports being opened the pistons at the end of movement in one direction, and an outlet duct from each of said compressing chambers. each one of said ducts bein connectedto the combustion I chamber of anotherfcylinder, each of said pistons being adapted to open saidfoutlet "duct at theend of movement in the opposite direction and the several pistons being so connected that they shall reach-points controlling admission to their'respective compression chambers at different times.

24. An internal combustion engine having multiple cylinders,"eaeh cylinderhaving a reciprocating piston, and-inlet and exhaust ports which are opened by said piston at the end of a working stroke and closed by the return stroke, the inlet assage of each cylinder being also controlled by the piston of another cylinder, and the engine having means for actuating the pistons whereby the "inlet passage of one cylinder is held closed by the piston of another cylinder vwhile the exhaustpassage of the first mentioned cylinder is being opened by its piston, said actu ating means causing thepiston'of said other cylinder to open the inlet passage of the first mentioned cylinder atthe beginning of return movement of the piston in the first mentioned cylinder. Y Y

25. An internal combustion engineicomprising a series of cylinders, each cylinder her and said compressing chamber, the ducts belng so arranged that saidport of one cylinder is connected to the compressing cham-- 'ber of a second cylinder of the ser1es' said port of the last mentioned cylinder being connected to the compressing chamber of a third cylinder of the series, and so forth, said port of the last cylinder of the series being connected with the'compressing chamber of the first cylinder of theseries, said pistons being connected to cranks having angular relation to each other to cause the pistons to open the ducts in the order named.

26. An internal combustion engine, comprising a reciprocating piston in acylinder lot the piston in v lltl - cooperate with the piston in said combustion chamber to open the duct efi'ectmg com- 'niunication between said combustlon chamhaving a port a similar piston in another cylinder having a compressing chamber, said pistons being connected to cranks having angular relation to each other on one crank shaft, aduct for efiecting communication between said inlet passage and said compressing chamber, said duct being opened by the last men-- tioned piston at the conclusion of a working stroke, the last mentioned piston being connected to a crank which follows less 5 than 90 degrees behind the movement of the crank to which. the first mentioned piston is connected. I

27. An internal combustion engine having multiple cylinders, each cylinder having a reciprocating piston and inlet and exhaust passages which are opened by said piston at the end of a working stroke and closed by the return stroke, said inlet passage-being also controlled by the piston of another cyl- '1nder, and the engine having means for actuating the p1stons, whereby the lnlet passage of one cylinder is held closed by the piston of another cylinder while the piston of the first mentioned cylinder" concludes its working stroke, said actuating means causing the piston of said other cyllnder, at

the end of its working stroke, to open the inlet passage of thefirstmentioned'cylinder before the piston of the first mentioned cylinder has closed the-exhaust port.

28. An explosive engine havin at least two cylinders, a piston in each cylinder, and a supply connection for the explosion chamber of each cylinder controlled by the move- 40 ment of the piston in another cylinder, said pistons being so connected that the piston in each cylinder shall reach its dead points at times different from the times at which the piston in said other cylinder from which the first named cylinder is to be supplied reaches its dead points, substantially as described.

29. An explosive engine having at least two cylinders, a piston in each cylinder, and

a slip 1y connection for the explosion chamber o each cylinder controlled by the 'move-' ment of the piston in another cylinder, saidpistons being connected to cranks set at an angle to eachother on a common shaft, substantially as described.

, 30. In an explosive engine, a plurality of cylinders having crank cases, a supply connection for. the crank case of each cylinder,

a passage connecting the crank case of each '60 cylinder with the explosion chamber of another cylinder, and a piston in each cylinder each cylinder shall reach its dead points at arranged to control the pars times different from the times at which the piston in the cylinder which controls the first named cylinder reaches its (lead points, substantially as described.

31. An explosive engine having multiple cylinders, and pistons therein,.and inlet passages, the inlet passage for the explosion chamber of each cylinder being controlled supply to the by the piston of another cylinder, the engine also havlng means for operating said pistons in sucha manner that the plston 1n any cylinder shall be nearer the admission end of the cylinder when the inlet-passage to that cylinder opens than when said inlet passage closes, substantially as described.

32. An explosive engine having multiple cylinders, an inlet passage for each cylinder, and a piston in each cylinder, the inlet pas-. sage of each cylinder being controlled-by the piston in another cylinder and the engine having means for operating the pistons in such a manner that the piston in any cylinder shall be at a different position at the time its inlet passage is opened from its posit-ion at the time such passage is closed, substantially as described.

33. An internal combustion engine having multiple cylinders,-each cylinder havlng a reclprocating piston, a compressing chamber on one side of the piston, a combustion chamber on the opposite side, an outlet duct from the compressing chamber, an exhaust and an inlet port in the combustion chamber, said duct and said exhaust and inlet ports being opened by the piston at the end of a working stroke and closed by the return stroke, the outlet duct from the compressing chamber of one of said cylinders being connected with the combustion chamber inlet portof a second cylinder, the combustion chamber inlet port of the first cylinder being connected with the outlet duct from the compressing chamber of a third cylinder, the outlet duct from the compressing v chamber of the second cylinder beingconnected with the combustion chamber inlet port of a fourth cylinder, the combustion chamber inlet port of the third cylinder being connected with the outlet duct from the compressing chamber of a fifth cylinder, and the outlet duct ,from the compressing chamber of the fourth cylinder being connected with the combustion chamber inlet port of the fifth cylinder, said pistons being connected tocranks on one crank shaft, the cranks having angular relation to each other to cause the pistons to cooperate to open said ducts as follows: the first mentioned connected duct being opened by the piston in the first cylinder before return movement of the piston in the second cylinder closes the exhaust port therein, the second connected duct being in, the third connected duct being opened by the piston in the second cylinder before rei 7 turn movement of the piston in the fourth cylinder closes the exhaust port therein, the fourth connected duct being opened by the piston in the fifth cylinder before return movement of the piston in the third cylinder closes the exhaust port therein, and the fifth connected duct being opened by the: piston. in the fourth cylinder before return movement of the piston in the fifth cylinder closes the exhaust port therein.

34. An internal combustlon engine comprising a series of cylinders, each cylinder inlet port which is opened by the piston at the end ofa return stroke, the outlet ductfrom the compressing chamber of each one of said cylinders being connected with the combustion chamber inlet port of another of said cylinders, said pistons being connected to cranks having angular relation to each other 'on one crank shaft, the pistonin any one of said compressin chambers being connected to a crank whic follows less than 90 degrees behind the movement of the crank connected to the piston in the combustion chamber which communicates at times with the outlet duct from said compressing chamber whereby a combustible charge admitted to said compressing chamber and compressed by movement of the piston therein until said outlet duct opens, istransferred to said combustion chamber by displacing action of said piston while completing its working stroke simultaneous with said return movement of the piston in said combustion chamber, which 'finally closes said exhaust and inlet ports therein.

Signed at New York city in the county of New York and State of NewYork this 9th day of August A. D. 1905.

DONN IRVING TWITCHELL. Witnesses:

M. TURNER, M. B. THAYER. 

